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(No Modlel.) 3 Sheets-Sheet 1. J. S. MORTON.

METHOD OF PROPELLING VESSELS. No. 426,299. Patented Apr. 22,1890.

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(No Model.) 3 Sheets-Sheet 2.

J. S. MORTON. METHOD OF PROPELLING VESSBLS. No. 426,299. Patented Apr. 22, 1890.

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No. 426,299. Patented Apr. 22, 1890.

@Am w Mum) NlTE STATES PATENT OFFICE.

JOHN SKETOHLEY MORTON, ()F NEXV YORK, N. Y.

METHOD OF PROPELLING VESSELS.

SIPECIFICATION forming part of Letters Patent No. 426,299, dated April 22, 1890.

Application filed August 9, 1889- Serial No. 320,244. (No model.)

To all whom it may concern:

Be it known that 1, JOHN SKETCHLEY Mon TON, a citizen of the United States, residing in the city, county, and State of New York, have invented certain new and useful Improvements in the Mode of Propelling ves sels; and I do hereby declare that the followin g is a clear, full, and exact description thereof, reference being had to the accompanying drawings, which form a part of this specification. a

My invention relates to the propulsion of vessels by reactionary force which is transmitted to a reactionary motor or motors made in suitable form.

This invention consists in transmitting the full pressure on the piston of an engine to the interior surface of a reactionary motor by means of a given quantity of Water forced into a motor already solidly full of Water by an intermediate force-pump, and simultaneously the same quantity of water as is forced therein (and no more) is thereby forced thereout through a nozzle in the small end thereof into the surrounding water-that is, the water in which the vessel. floats thereby generating in the rear and enlarged end of the motor a reactionary force for the propulsion of vessels equal to the force with which the water is ejected therefron1-that is, the entire engine-force exerted-01; in other words, in transmitting all of the available force from whatever source derived to the interior surface of a motor or motors and utilizing it in the propulsion of vessels at any desired speed, limited only by the engine-force exerted, as herein set forth and described. Preferably I use a duplex engine and pumps, which consist of two steam-cylinders and tWo pumps, and connect to the pumps four driving-motors at the stern of the vessel, four backing motors at its bow, and two steering or turning motors near its bow, one thereof on each side of the vessel. For the purpose of imparting even and steady propelling force to the vessel the motors are arranged therein so that in operation the reactionary force is simultaneously exerted on each single stroke of the engine upon the two inside motors, and in like manner on each single return-stroke of the engine upon the two outside motors at the stern and bow of the vessel, respectively.

In the drawings, Figure l is a plan view of a vessel, showing a duplex engine and pumps, and pipes connecting the pumps with the reactionary motors. Fig. 2 is a vertical sectional elevation of a vessel, showing a duplex engine and pumps, and pipes connecting the pumps with the reactionary motors. Fig. 3 is an enlarged view of a duplex engine and pumps, and induction and eduction pipes connected therewith. Fig. 4 is a side elevation of a duplex engine and pumps, showing a pump in section, and induction and eduction pipes connected therewith. Fig. 5 is a hori zontal sectional view of two reactionary motors, with pumps directly connected therewith, showing induction pipes and valves, and a ring projection or shoulder inside of the meters at or near the eduction-nozzles. Fig. 6 is a broken sectional view of the bottom of a vessel, showing a water-tank, valve, orifice, strainer, rib, or scoop, and pipe-connections. Fig. 7 is an elevation of a reactionary motor, showing an induction-pipe connected thereto at the upper side thereof, and a draw-cock at its bottom.

Like letters designate corresponding parts in all the figures.

The motors D are provided with suitable thrust-blocks E in the rear of their enlarged ends and in their small ends with small nozzles a, as shown in the drawings.

The pipes (Z (shown in Figs. 2, 3, 4, and 6) have check-valves u placedin them, as shown in Fig. 3, and are the induction-pipes to the pumps C from the water-tank H. (Shown in Fig. 6.)

The pipes e,f, 71,6, h, h, 71?,f, f, and 6' (shown in Figs. 1 and 3) are the eductionpipes from the pumps 0 and the inductionpipes into the motors D from the pumps C. In action these pipes, as also the motors and pumps, are solidly full of water at the beginning and end of each stroke. These latter pipes, as also the pumps and motors, are constructed and arranged without check-valves to avoid obstructions therein.

The nozzles a are the eductions from the motors D into the surrounding water.

One of the induction-pipes (l and one of the eduction-pipes c, f, h, 0, 7t, h, 7.),f, f and e are directly or indirectly connected with each end of the cylinders of the pumps 0, as

shown in Figs. 1, 2, 3, and 4. These latter pipes are made larger in area than the displacement of the plungers in the cylinders of the pumps, in order to lessen the friction generated by the water in passing rapidly through them under h'eavypressure. These pipes are also made larger, as aforesaid, so that-the full force of the engine throughout its entire stroke will be exerted directly upon the water forced by the plungers of the pumps out of their cylinders into their res'pective'connected motors D, and out thereof through their nozzles a into the surrounding water, and thereby generate in the rear and enlarged ends of the motors a reactionary force for utilization in the propulsion of vessels equal to the force exerted by the pistons of the engine in cylinders 13.

In some instances, and particularly in small vessels, only two motors are connected with the pumps at the stern of the vessel for propulsion and two motors at the bow of the vessel for backing; but in no case, as is herein previously mentioned, are check-valves used in this invention in either the pumps 0r m0- tors or in the pipes leading from the pumps to the motors.

The motors may be of different forms; but I prefer those of the conical form shown in the drawings in Fig. 1, with one of their ends of an area proportionate with the force to be exerted, while their sides converge to a nozzle at the opposite end, so that the entire force exerted against their rear and enlarged ends is concentrated on the nozzles thereof and more perfectly reacts against their enlarged ends directly opposite the nozzles for reactionary propulsion.

I have arranged, as shown in the drawings in Fig. 3, four two-way valves (marked, respectively, g, g", g, and 9) and two two- Way valves (marked, respectively, g and i) to be used for diverting the water from one pipe to another and to the latters connected motor for the purpose of changing or altering the vessels course, as desired, without in any wise abating the speed of the engine. The four two-way valves g, g, g, and g" are used for diverting the water from the four motors in the stern of the vessel to the four motors in the bow of the vessel, and vice versa, in the forward or backing movement of the vessel. The two two-way valves marked 9 and 11 are used,in connection with the valves marked g and g, for diverting the water from one of either the stern or bow motors to one of the side or steering motors near the bow end of the vessel, to assist the rudder in turning the vessel either to'the right or left, as may be required.

The four motors D in the stern of the vessel, connected with the pumps 0 by pipes,

V (marked 6, f, h, and c,) as shown in the drawings in Fig. 1, are for propelling the vessel.

The operation of propelling the vessel is as follows: The water is supplied to the cylinders of the pumps through orifice W in the bottom of the vessel, water-tank H, and the induction-pipes d, as shown in the drawings in Fig. 6, and is forced by the engine and plungers of the pumps simultaneouslythrough the pipes e and 0" into their respective connected outside motors D in the stern of the vessel and simultaneously through the pipes f and 7L into their respective connected inside motors D -in the stern of the vessel, and thereout through their respective eduction-nozzles a into the surrounding water, thereby generating in the rear and enlargedends of the motors directly opposite their nozzles a reactionary force equal to the power exerted by the engine, and propelling the vessel accordingly.

The two motors D, as shown in Fig. 1 of the drawings-one on each side of the vessel near its bow end-areto assist the rudder in steering the vessel either to the right or leftwhile in either its forward or backward movement. These two side motors are indirectly connected with the pumps Q by pipes f and h, as als shown in Fig. 1.

The operation of steering or turning the vessel whilein its' forward movement is as follows: By properly adjusting the rudder and by turning the valves g and g on pipes f and f the water is diverted from pipe f and its connected motor D in the stern of the vessel and is forced through pipe f" into the steering-motor D on the left side of the vessel at its bow end, exerting the force therein and assisting the rudder in steeringthe vessel to the right; or by turning the valves 9" andi on pipes h and 72 the water is diverted from pipe e" andlits connected motor D in the stern of the vessel and is forced through pipe 71" into the steering-motor D on the right side of the vessel at its bow end, exerting the force therein and assisting the rudder in steering the vessel to the left. By again turning the valves into their original posi- 'tions the water is diverted through pipe f or fe", as previously disconnected, into its connected motor D in the stern 'of the vessel, from which it is discharged as aforesaid, thereby assisting the other stern-motors in propelling the vessel ahead.

, The four motors D in the bow of the vessel, connected with the pumps 0 by pipes, (marked lhflt', f, and e,). as shown in the drawings in Fig. 1, are for backing the vessel.

' The operation of backing the vessel is as follows: By turning the valves 9 and g"" the water is diverted from pipes e and eand their respective connected outside motors D .in the stern of the vessel, and is forced through pipes h and e and their respective connected outside motors in the bow of the vessel, and by turning the valves 9 and g' the water is diverted from pipes f and h and their respective connected inside motors in the stern of the vessel, and is forced through pipes f and 7a and their respective connected inside motors in the bow of the vessel. The four stern-motors being thus cut off and the ICC four bow-motors connected, the engine-force is exerted upon the four bow-motors, backing the vessel accordingly.

The operation of steering or turning the vessel while in its backward movement is as follows: By properly adjusting the rudder, as aforesaid, and by turning the valve g and diverting the water from pipe f and its eonneeted inside bow-motor into and through pipe to f and its connected side ortnrning motoron the left side of the vessel at its bow end, the force is exerted therein, assisting the rudder in steering the vessel to the right; or byturning valve 2' and diverting the water from pipe h and its connected outside bow-motor into and through pipe h and its connected side or turning motor on the right side of the vessel at its bow end the force is exerted therein, assisting the rudder in steering the vessel to the left. By again turning the valves into their former positions the water is diverted through pipes f or it, as previously disconnected, into its connected motor D in the bow of the vessel, from which it is discharged, as aforesaid, thereby assisting the other bow motors in backing the vessel. By turning the several valves g, g, g, and 9 and cutting off the four bow-motors D the four stern-motors D are again brought into action in driving the vessel ahead.

Cheek-valves u are placed in the induction-' pipes (Z, as shown in Fig. These induction-pipes connect the pump C with the watertank H over the orifice IV in the bottom of the vessel G, as shown in Fig. 6, and supply the pump 0 with water from the tank. The check-valves u will rise in the inductionpipes and allow the water to fill the said pipes and the pumps; but when the pumps are in action the pressure caused from forcing the water from the cylinders of the pumps into the eduetion-pipes and motors will close the check valves it against the pressure of the water in which the vessel floats. A pipe II is connected with the top of the water-tank II, to carry off the air that would otherwise collect therein.

A rib or scoop X is placed at or near the orifice IV, projecting from the bottom of the vessel, as shown in Fig. 6, to force the water into and through the orifice into the watertank H in the forward movement of the ves scl. A grating or strainer f extends across the orifice W, to prevent extraneous matter from entering the water-tank, as is shown in Fig. 6.

When desirable, the inflow of water into the water-tank II can be stopped or shut off by closing valve 'W' over the orifice \V, as is also shown in Fig. 6.

During the winter season, when the vessel is not in use, it may be desirable to drain the water from the motors and pipes to prevent freezing, which is done by closing nozzles a on the outside of the vessel by a stop-cock or other suitable device and closing orifice \V in the water-tank II by valve \V and by opening the draw-cocks n, which are placed at the lowest points on the under side of the motors and all other parts to be drained.

In the interior of each of the motors at 01' near the nozzles thereof a small ring projection or shoulder 0 is provided, as shown in Fig. 5, for the purpose of forming a water packing inside of the motors to obviate the friction which the water would otherwise generate while moving under heavy pressure along the interior surface of the motors in the course of its ejection into the surrounding water through the eduction-nozzles a.

The ind action-pipes may be connected with the motors either at their rear and enlarged ends, as herein described, or at their sides, as shown in Fig. 7 of the drawings, as may be mostconvenient.

The motors, pipes, and cylinders of the pumps to be prepared for immediate and effective service should always be solidly full of water as well at the end as at the beginning of each stroke, and to that end it is desirable that they should in all cases be placed in a vessel as much below its water-line as practicable.

Two additional turning or steering motors one thereof on each side of the vessel near its stern end-may be used in connection with the bow turning or steering motors in steering, turning, or maneuvering the vessel, as found to be desirable.

The particular apparatus described and shown in this application I do not claim herein, as the same forms the subject of my application filed October 19, 1889, Serial No. 327,568.

Vhat I claim, and desire to secure by Letters Patent, is

1. In the herein-described invention for the propulsion of vessels, the mode of transmitting force to a reactionary water-motor,wlrerein an intermittent reactionary impelling force is obtained by forcing water into the motor, having one of its ends terminating with a reduced nozzle,while the opposite enlarged end is provided with an induction-pipe through which water is intermittently forced into the motor and impulsively forced therefrom through its nozzle into the surrounding water-that is, the water in which the vessel floats--whereby the reactionary force derived from the discharge of water reverts to the opposite enlarged end of the motor for an impellin'g force.

2. In the herein-described invention forimpelling vessels by reactionary force, the mode of impelling vessels, consisting in concentrating the full force of an engine upon the plunger of a pump, and thence transmitting the force by forcing water with the engine and pump into a reactionary water-motor solidly filled with water, and from which the same amount of water as is forced therein by the engine and pump, and no more, is forced thereout into the surrounding water from a small nozzle in the small end of the motor,

ITO

from whence the force reverts to and is exerted upon the rear or enlarged end of the motor for an impelling force.

3. In the herein-described invention for irnpelling vessels by reactionary force, the herein-described mode of impelling vessels by intermittent reactionary impulses, consistingin intermittently concentrating the full force of an engine upon the plunger of a pump, and thence intermitting the force by intermittently forcing Water with the engine and pump into a reactionary water-motor solidly filled with water, from which the water is intermittently forced from the motor into the surrounding water, from and through a small nozzle in the small end of the motor, wherein the force reacts to and is exerted upon the rear or enlarged end of the motor for an intermittent reactionary iinpellin g force.

4. In the herein -described invention for the propulsion of vessels by reactionary force, the mode of transmit-ting motive power for a reactionary imp'elling force which consists in concentrating the entire force exerted by an engine upon the plunger of a pump and in transmitting said force by said pump directly to a reactionary Water-motor solidly filled with Water, whereby the interior surface of the motor sustains the full aggregated force exerted by the piston of the engine.

5. In the hereindescribed invention for propelling vessels, the mode of propelling vessels by reactionary force or forces, which consists in forcing water under the full force of an engine into a reactionary Watermotor kept solidly filled with water while in operation and displacedin an amount equal to the inflow by being discharged througha reduced nozzle into the surrounding water, thereby generating a reactionary force for propulsion.

JOHN SKETOHLEY MORTON.

W'itnesses: I

S. M. HAYWARD, D. MEssMoRE. 

